Warbird Information Exchange

Just need some sheet metal, 550 cord and some riggers tape and she'll be a flyer again. I foresee some torches getting sparked up.

http://strategypage.com/gallery/articles/military_photos_20064112323234723.asp

Shay
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Semper Fortis

And wouldn'tcha know it, The pilot had dropped full coverage on that bird in favor of PL/PD the week before..... j/k

Any word on the crew? Everybody still ok?

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Phil K.
Yankee Air Museum
Systems Admin / Ramp Crew / Professional Photo Ruiner

from looking at the wheels it looks like it was turning to the left when it stoped.
What was its payload? Do they know yet why it chrased?

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The conquest of space is worth the risk of life. - Gus Grissom

Hmmm,

Good to see the wiring held together!

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"Hindsight is usually 20% off!"

This was sent to me yesterday....Pretty interesting. As yet no official word on what caused the crash...

Have been following with great interest all the speculation re. the crash last week. Lots of theories, mostly centered around bird ingestion & subsequent engine (multi) failure shortly after take-off & immediate return.
Here's the latest from someone with supposedly inside information. Highly plausible and probable.
Gentlemen,
Consider this information highly unofficial, but I believe it to be reliable. It was obtained from sources close to the situation.
It was not a bird ingestion but a "reverser unlock" on the #2 engine that started this. They lost a C-5 with all aboard a few years back in Germany for the same cause. This crew however shut down the engine before an actual unstow took place. The airplane was well over 700K gross weight with FOB of over 300K. The airplane had the newest version of the C-5 flight deck with big panel glass. Unfortunately, only one of the three pilots was really comfortable with the new equipment and FMS.
The crew decided because of their weight to fly their approach to the longest runway, which unfortunately was only being served that day by a Tacan (fancy VOR for you civilian types) approach. They also decided to fly a full flap approach to keep the approach speed down. This isn't prohibited--just highly discouraged. The recommended flap setting for a three engine approach is Flaps 40. During the approach the crew became worried about not having enough power to fly a full flap approach and selected flaps 40--which they were now too slow for. Here's the point all you glass cockpit guys should sit up and take notice about. The one guy
who was familiar with the new glass and FMS was also the one flying the aircraft. He became distracted inputting the new approach speed in the FMS.
There was also some confusion about just who was flying the A/C while he had his head down updating the speed. Long story short--the got way slow and into the shaker, and actually stuck the tail into the trees and it departed the aircraft first. The nose pitched down hard and the nose and left wing impacted next snapping off the nose. Several cockpit occupants suffered spinal compression injuries. The guys sitting at the crew table behind the cockpit actually came to a stop with their legs dangling out over the ground.
The miracle of this was the left outboard fuel tank was broken open and none of that fuel managed to find something hot enough to ignite it and the other 300k. Again, a bunch of very lucky people.
So I guess there really is a reason we bitch at guys for hand flying and making their own MCP and FMS inputs. As for no fire you can thank the onboard nitrogen system that pumps nitrogen into the fuel tanks and removes the O2 (similar to a C-17 only we generate our own).

Glossary:

FOB - Fuel on Board

FMS - Flight management system (glass cockpit)

K - thousand, as in pounds

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Civis Aerius Sum

I am a citizen of the Air